Apparatus for automatically stopping railroad-trains.



PATENTED AUG. 2, 1904.

H. G. SEDGWIGK.

APPARATUS FOR AUTOMATICALLY STOPPING RAILROAD TRAINS.

APPLICATION FILED APR. 28. 1903. RENEWED DBO. 7, 1903.

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No. 766,774. PATENTED AUG. 2, 1904. H. G. SEDGWIOK.

APPARATUS FOR AUTOMATICALLY STOPPING RAILROAD TRAINS.

APPLIOATION FILED APR. 2B. 1903. RENEWED DBO. '1. 1903.

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No. 766,774. PATENTED AUG. 2, 1904. H. G. SEDGWIGK.

APPARATUS FOR AUTOMATICALLY STOPPINQ RAILROAD TRAINS.

APPLIOATION FILED APR. 28. mos. nnnnwnn use. 7, 1903.

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l /IIIIIIIIIIII! Patented August 2, 1904.

HIRAM G. SEDGTVIUK, OF NETV YORK, N. Y.

APPARATUS FOR AUTOMATICALLY STOPPING RAILROAD-TRAINS.

SPECIFICATION forming part of Letters Patent No. 766,774, dated August2, 1904.

Original application filed April 8, 1903, $erial N0. 151 ,664. Dividedand this application filed April 28, 1903. Renewed December '7, 1903.

' Serial No. 184,231. No model.)

To (all whom, it may concern:

I the road-bed, this device being adapted to be Be it known that I,HIRAM G. SEDGWIOK, a adjusted to its set position to stop the traincitizen of the United States, residing in the borough of Brooklyn,county of Kings, city and State of New York, have invented certain newand useful Improvements in Apparatus for Automatically StoppingRailroad-Trains, of which the following is a specification, referencebeing had therein to the accompanying drawings, in which- Figure 1 is arear elevation of a stop-box, the adjacent railroad-rail being shown insection; Fig. 2, a vertical sectional view showing the motor mechanism;Fig. 3, a detail view showing the actuating-arm depressed by acar-wheel, the valve-operating arm being shown in its vertical oroperative position; Fig. 4:, a front elevation of the parts shown inFig. 3; Fig. 5, a vertical sectional view of a stop-box; Fig. 6, adiagrammatic plan showing the arrangement of the invention on theroadbed; Fig. 7, a side elevation of the apparatus shown in Fig. 6; Fig.7, a diagrammatic view showing the manner of connecting the mechanism ofone box with the release mechanism of the adjacent box of the oppositeseries; Fig. 8, a sectional view of a stopbox, part of the mechanismbeing omitted and showing a small dynamo substituted for the batteries;Fig. 9, a detail vertical sectional view of the means for winding the motor, and Figs. 10 and 11 detail views illustrating the train-stoppingmechanism carried by the train.

The object of this invention is to provide means whereby thetrain-stopping apparatus shown and described in my application, SerialNo. 151,664, filed April 8, 1903, or a similar apparatus may be adaptedfor use on long blocks of railway-track, the stop-boxes being located atgreat distances from each other; and it consists in providing electricalmeans for operating a distant box from one that is mechanically operatedby a passing train.

This invention is designed for use preferably in connection with thatclass of safety stop devices in which the brakes are automaticallyapplied by venting the train-pipe by means of a valve-opening devicelocated on either automaticz'illy by the operation of a switch or signalor other track appliance or by simple means unconnected with otherappliances. In the present application the invention relatesparticularly to the road-bed appliances, no change being made in theventing devices except to preferably arrange their valve-armshorizontally instead of vertically.

Referring to the various parts by letters and numerals, 1 designates astop-box within which is contained the main portion of the apparatus.Mounted in this box and extending out through the side thereof nearestthe track is a horizontal rock-shaft 2, on the outer end of which isrigidly mounted an actuating-arm 3, which extends upward close to theouter edge of the rail, its upper end projecting above the tread of therail a suitable distance. Surrounding this rock-shaft, one of its endsbeing secured to said shaft and its other end being secured to astationary part, is a strong coil-spring 4, which normally maintains theactuating-arm vertical. lVithin the stop-box 1 the rockshaft 2 isprovided with an upward-extending motor-winding arm 5, which isconnected by a rod 6 with the depending longer arm of a pawl 7, thispawl being pivoted to a depending arm 8, loosely mounted on a horizontalshaft 9. On this shaft 9 is loosely mounted a ratchet-wheel 10. whichbears against a disk 11, formed integral with said shaft. A springwasher12 bears against said ratchet-wheel and forces it against the disk 11with considerable force, said spring-washer being rigidly connected tothe shaft 9. The shorter arm of the pawl 7 engages this ratchet-wheelwhen the arm 5 is moved by a passing train in the direction of the arrowin Fig. 2, and the shaft 9 is thereby partially rotated. hen the arm 5returns to its normal position, the pawl 7 is disengaged from theratchet-wheel by means of the spring 13 to leave the shaft 9 free to berotated. A spring l i, connected to the depending pawl-carrying arm 8,returns said arm to its normal position when the arm 5 is at rest.Secured to the shaft9 is one end of a clock-spring 15, the other end ofsaid spring being connected to a stationary barrel 16, supported fromthe casing 1 by a hanger 16*. A large gear 17 is rigidly mounted on theshaft 9, which shaft is rotated by the spring 15. Connected to the gear17 is a geartrain which actuates the governor-fan 18 and also rotates ata slow speed the driving-gear 19. This gear 19 meshes with a similargear 20, mounted on the main shaft 21 of the apparatus.

The object of loosely mounting the ratchetwheel on the shaft 9 andforcing it against the disk ll-by means of the spring frictionwasher 12is to prevent the overwinding of the gear-train-driving spring 15. It isob vious that as soon as the tension on said spring has reached thedesired point the ratchetwheel will slip on the shaft, and therebyprevent overwinding of said spring. Any suitable stop mechanism toprevent the rotation of the shaft 9 when the proper tension of spring issecured may be employed, if clesired. Without the slip-ratchetoverwinding would be caused by the passing of exceedingly long trains,by which the actuating lever 3- would be depressed many times.

Of course I do not wish to limit myself to the use of a spring-motor, asa weight or other suitable motor may be utilized, if desired, and anysuitable-form of governor device may be used instead of the fan-governor18.

Mounted on the main shaft 21, adjacent to the gear 20, is a timing-disk22, in the periphery of which is formed a radial notch 23. Pivoted onthe side of the casing is an arresting dog or pawl 24, whose forward endis formed with a depending finger 25, adapted to normally drop into theradial slot in the timing-disk. This arresting-dog carries an arm 26,whose upper end is adapted to extend into thepath of the fan 18 whenfinger 25 is in notch 23 and normally hold said fan against rotation andthrough it stop the motor.

On the lower edge of the dog 24, about midway its ends, is a cam 27,which is adapted to be engaged by cam 28 on the upper edge of areciprocable push-rod 29, mounted in suitable bearings and normallymaintained in its rearward position by a spring 30. Formed on thispush-rod near its rear end is a depending arm 31, the rear edge of whichis adapted to be engaged by an upward-extending arm or crank 32 on theshaft 2 when the actuating-arm 3 is depressed by the wheels of a passingtrain. When this crank 32 is swung forward, it contacts with the arm 31and forces the rod 29 forward. The cam 28, contacting, with thedepending cam 27 on the arm 24, raises the finger 25 from the notch ofthe timing disl; and lifts the arm 26 away from the governor-fan 18,thereby freeing the geartrain and permitting the timing-disk to berotated in thedirection indicated by the arrow in Fig. 3. g V 7 On themain shaft 21, adjacent to the timthe radial shoulder 34. This cam isadapted to force rearward a .presser-bar 34, the forward end 35 of thisbar bearing against the periphery of the cam. The rear end of thispresser-bar is, cut out at 34 on its upper side, so that in its normalforward position it will permit the short crank-arm 36, mounted on therock-shaft 2, to pass without contacting therewith. Below the mainrock-shaft 2 is mounted a horizontal rock-shaft 37, which is parallelwith the shaft 2 and whose outer end extends under the adjacent rail ofthe railroad -track and is provided at a point between the rails with acontact-arm 38, which acts in the present instance as a valveopening armand which normally lies in a horizontal position close to the road-bed.Within the stop boX or casing 1 this rockshaft 37 is provided with alocking cam or disk 39, and this disk is formed with a radiallocking-shoulder 40, against which the forward end of the lower arm 41of a trigger 42 abuts when the valve-actuating or contact armis in itshorizontal position, as clearly shown in Fig. 5 of the drawings. Theupper end of the trigger lies close to the lower edge of the presser-bar34 and directly below the rockshaft 2. coil-spring 43, one of whose endsis rigidly secured to the rock-shaft, its other end being connected to astationary part. This spring normally tends to maintain thevalve-actuating arm in a vertical position. The arm 41, bearing at itsforward end against the shoulder on the disk 39,1ocks said arm in itshorizontal position and holds it against the action of the spring 43.The cam 33 is formed with the smaller concentric part 33*, so that whenthe timing-disk is released by the movement of the reciprocable push-bar29 the cam 33 will make about one-fourth of a revolution and will thenforce the presser-bar rearward,

Surrounding the shaft 37 is a strong I bringing the enlargedpart-thereof over the trigger and directly under the crank 36 on themain rock-shaft 2. The main shaft 21 will rotate quite slowly, so thatthe actuating train of cars will have ample time to pass the arm 3before the presser-bar is moved by the cam 33. This presser-bar willthen be maintained in its rearward or set position during the remainderof the revolution of the setting-cam and the timing-disk, this period being determined bythe speed of the timingdisk. This speed may beregulated so that the presser-bar will be held in its set position forany desired'number of minutes, preferably five or six. railroad-trainwill be protected from a fol-' lowing train from the time thepresser-bar is By this means the actuating set until it is forcedforward to its normal position by the spring 35 when the cam 33 hascompleted its revolution and the timing-disk has been arrested by thefinger 24 dropping into the radial notch 23, and thereby permitting cam36 to engage and stop fan 18. Should the following train, however, reachthe set apparatus during the rotation of the timing-disk and after thepresser-bar has been set, the depression of the wheel-actuated arm 3would cause the crank 36 to contact with the presser-bar 34, and therebydepress the trigger 42, releasing the rock-shaft 36 and permitting thespring 43 to throw the valveactuating arm 38 into its vertical operativeposition. The upper end of this arm will then be in position to contactwith the horizontal arms 44 of the train-stopping mechanism on thetrain, thereby bringing the train to a standstill. This valve-actuatingarm will remain in its upright position until it is forced to itshorizontal position by a member of the crew of the stopped train, andthe trigger-arm 41 is forced by its spring 41 to engage the shoulder onthe locking-disk 39.

As stated, I prefer to use this apparatus in conjunctionwith anautomatic train-stopping mechanism; but it is to be understood that Imay use it with any other suitable form of train stopping mechanismadapted to be mounted upon a train. It will of course be obvious thatthis train-stopping mechanism may be a brake applying mechanism or meansfor exhausting the steam from the 10- comotive-boiler, or if the deviceis applied to an electricallypropelled train it may be a suitableswitch-operating mechanism whereby the circuit will be broken and themotor stopped or the brakes applied. It will therefore be seen that Icontemplate the use, in conjunction with my road-bed apparatus, of anysuitable form of train-stopping mechanism that might be carried by amoving train and automatically operated by what I call my contact-arm orvalve-operating arm 38.

In the present form of the invention the stop-boxes are located at greatdistances from each other on single-track roads, and it is necessarythat the moving train be protected not only from a following train, butfrom an approaching train. In this arrangement of the apparatus twoseries of boxes are employed, those of one series being adapted to 1teries are arranged at stations, marked B, I the current from saidbatteries passing to a magnet 45, located within each box, and from saidmagnet to a contact-plate 46. Below the magnet 45 is arranged a pivotedlifting-bar 47, on which is secured a suitable armature. The free end ofthis lifting-bar is arranged to engage under a lug 48 on arm 26 and tolift ing-disk when the current passes through the magnet 45. Connectedto the push-rod 29 is an arm 49 of a pivoted switch-bar 50, saidswitch-bar being arranged to engage the contact-plates 46 and 51 duringthe movement of the push-rod 29. This switch-bar is electricallyconnected to a post 52, to which the linewire 53 is connected, the otherend of this line-wire being connected to a corresponding post 52 on thebox ahead of the opposite series. Electrically connected to thecontactplate 51 is a magnet 54, which actuates a lifting-bar 55, whosefree end is arranged to lift the arresting-dog free of the timing-disk,this magnet being connected to the ground through wire 56. A magnet 57is also electrically connected to the COIltflCt-bttl' 51 and to theground. This magnet is arranged to release a catch 5'7 to free asetting-lcver 58, which is arranged to force the presser-bar to itsrearward position. The lower end of this settinglever is connected byrods 59 and angle-lever 60 to an angle-lever 61 of the adjacent box ofthe opposite series, this latter box being usually located on theopposite side of the track. This angle-lever 61 is pivoted just abovethe forward end of the push-rod 29, one arm of said lever extending intothe path of said push-rod, the other arm extending forward through thebox-casing,'its outer end being connected by the rod 59 to the outer endof the outward-extending arm of the angle-lever 60 of the adjacent boxof the opposite series, as shown in diagram in Fig. 27.

The operation of this apparatus is as follows: When the push-rod 29 isvibrated by a passing train, the switch-bar is moved into engagementwith contact-plate 46 and the current flows from the battery throughmagnet 45, contact-plate 46, and the switch-bar to the line and actuatesmagnet 54 of the box ahead of the opposite series, the current flowingto said magnet through the stationary switchbar 50 in the said box, saidswitch-bar being in engagement with its contact-plate 51. This magnet 54lifts bar 55 and sets in motion the apparatus of said box. Current flowsalso from plate 51 through the magnet 57 to the ground and releasescatch 57, permitting the setting-lever 58 to force rearward thepresserbar. It will therefore be seen that the apparatus in this boxahead will remain set until the actuating-train reaches the box at theend of the block and by moving the push-rod 29 and lever 61 of said boxreturns the settinglever 58 to its normal position.

It will be noted that the line 53 is deadthat is, there is no currentthereon, except when one of the switch-arms 50 is vibrated through itsconnected push-rod and that when said push-rod returns to its normalposition the line is again dead.

The purpose of employing two magnets and two lifting-levers forreleasing the setting the arresting-dog free of the fan and the timlmechanism is to stop both trains entering a should this happen the latch57 in each box would be released through the magnets 57 and thesetting-levers 58 be thereby freed to snap the presser-bar to its setposition. The passing trains would then instantly throw thevalve-actuating arms to their operative positions and both trains bestopped.

In Fig. 8 a small generator 62 is substituted for the batteries B andthe magnets. The armature of this generator is provided with a smallpinion 63, which meshes with a large driving-gear 64, mounted on themain shaft 21, which carries the timing-disk. One pole of this generatoris connected to the ground and the other is connected to the plate 46.The line-wire is connected to the switch-bar 50, and plate 51 isconnected to the magnet 57 and to the ground, as in Fig. 5. Theoperation of this form of the invention is as follows: As soon as thetiming-disk is released the armature of the generator will be rapidlyrotated by means of the large gear meshing with the very small gear 63,and current will be generated. This current, as soon as the trip-bar 29is moved forwardto throw the switch-arm 50 into contact with plate 46,

" will flash down the line 53 and operate to release the latch-bar 57and permit the lever 58 to force the trip-bar forward. A generator maybe found to be more desirable and more efficient than the batteries B,for the reason that when the timing-disk is at rest there will be nocurrent and all danger of leakage and consequent derangement of theapparatus will be avoided. It is of course to be understood that anysuitable form of generator may be employed, either smallmagneto-generator or other form of dynamo.

It will also be observed that this apparatus may be used with advantageto simply sound an alarm on the train to be stopped, and thereby warnsome member of the train crew to apply the brakes. I therefore wish itdistinctly understood that where I use the expression train-stoppingmechanism or similar expressions in the claims I do not intend to limitmyself to the use 'of automatic trainstopping devices, although, asstated, my invention reaches its highest utility in connection with suchautomatic means.

Having thus described my invention, what Iclaim as new, and desire tosecure by Letters Patent, is

l. In a train-stopping apparatus the combination, of two series ofstop-boxes one series being adapted to be operated by trains moving inone direction and the other by trains moving in the opposite direction,a presser-bar in each box, a train-actuated means in each box for movingsaid bar to its set position, electric means operated through thetrain-actuated means and connected to the next box ahead of the oppositeseries to set the presserbar therein.

2. In a train-stopping apparatus'the combination, of two series ofstopboxes one series being adapted to be operated by trains moving inone direction, and the other by trains moving in the opposite direction,apresser-bar in each box, a train-actuated means in each box for movingsaid bar to its set position, electricmeans operated through thetrain-actuated means and connected to the next box ahead of the oppositeseries to set the presserbar therein, and means to lock said presserbarof the box ahead inits set position.

3. In a train-stopping apparatus the combination, of two series ofstop-boxes, one series being adapted to be operated by trains moving inonedirection, and the other by trains moving in the opposite direction,a presser-bar in each box, a train-actuated means for moving said bar toits set position, electric means operated through the train-actuatedmeans and connected to the next box ahead of the opposite series to setthe presser-bar therein, and means to lock said presser-bar of the boxahead in its set position, and means in each box operated by a passingtrain to release the set presser-bar of the adjacent box of the oppositeseries. Y

4. A train-stopping apparatus comprising, two series of stop-boxes, oneseries being adapted to be operated by trains moving in one direction,and the other series being adapted to be operated by trains moving inthe opposite direction, each of said boxes containing mechanism adaptedto be brought to its set position by a moving train, a timing-disk,means for rotating said timing-disk, and electric means for setting thebox ahead of the opposite series when the timing-disk of one box isrotated. g

5. A. train-stopping apparatus comprising, a pair of stop-boxes locatedat a distance from each other, a mechanism in each box adapted to bebrought to its set position by a passing train, and electric meansconnected to said boxes for simultaneously setting the mechanism of thedistant box when one box is set by a passing train.

6. An apparatus for stopping trains comprising, a train-stoppingmechanism carried by a train, a stop-box adapted to be actuated by atrain moving in the proper direction, and

electric means connected to the stop-box for,

simultaneously actuating a stop-box at a distance.

7. An apparatus for stopping railroad-trains comprising, atrain-stopping mechanism carried by a train, a stopbox located near theroad-bed and adapted to be operated by a passing train, mechanismconnected to said box and adapted to be brought to its set position by apassing train, and electric means for simultaneously setting themechanism in a distant box. 7

8. An apparatus for stopping railroad-trains comprising, atrain-stopping mechanism carried by a train, a stop-box located near theroad-bed and adapted to be operated by a passing train, mechanismconnected to said box and adapted to be brought to its set position by apassing train, electric means for simultaneously setting the mechanismin a distant box, and means for automatically locking the set mechanismof the distant box.

9. An apparatus for stopping railroad-trains comprising, atrain-stopping mechanism carried by a train, a stop-box located near theroad-bed and adapted to be operated by a passing train, mechanismconnected to said box and adapted to be brought to its set position by apassing train, electric means for simultaneously setting the mechanismin a distant box, means for automatically locking the set mechanism ofthe distant box, and means actuated by a passing train for releasingsaid locked mechanism.

10. A train-stopping apparatus comprising, amechanism adapted to bebrought to its set position by a moving train, electric means forsimultaneously setting the mechanism of a box at a distance, and meansfor locking the said mechanism in the distant box.

11. An apparatus for stopping railroadtrains comprising, atrain-stopping mechanism carried by a train, two series of stopboxeslocated near the road-bed, one of said series being adapted to beoperated by trains moving in one direction and the other series beingadapted to be operated by trains moving in the opposite direction,mechanism connected to each box and adapted to be brought to its setposition by a train moving in the proper direction, and electrical meansconnecting the mechanism of each stop-box to the next box ahead of theopposite series whereby the two boxes thus connected will be setsimultaneously, and mechanism connected to said stop box whereby thetrain stopping mechanism of a train passing either of said set boxes inthe proper direction will be operated.

12. An apparatus for stopping trains comprising, a train-stoppingmechanism carried by a train, two series of stop-boxes located near theroad-bed, one of said series being adapted to be operated by trainsmoving in one direction, and the other series being adapted to beoperated by trains moving in the op posite direction, mechanismconnected to each box and adapted to be brought to its set position by atrain moving in the proper direction, and electrical means connectingthe mechanism of each stop-box to the next box ahead of the oppositeseries, whereby the two boxes thus connected will be set simultaneously,means for maintaining said boxes set for the desired length of time, andmechanism connected to said stop-boxes whereby the train-stoppingmechanism of a train passing either of said set boxes in the properdirection will be operated.

13. An apparatus for stopping railroadtrains comprising, atrain-stopping mechanism carried by a train, two series of stop-boxeslocated near the road-bed, one of said series being adapted to beoperated by trains moving in one direction and the other series beingadapted to be operated by trains moving in the opposite direction,mechanism connected to each box and adapted to be brought to its setposition by a train moving in the proper direction, electrical meansconnecting the mechanism of each stop-box to the next box ahead of theopposite series whereby the two boxes thus connected will be setsimultaneously, means for maintaining the rear box set for the desiredlength of time, and mechanism connected to said set boxes whereby thetrain-stopping mechanism of a train passing either of said boxes in theproper direction will be operated.

14. An apparatus for stopping railroadtrains comprising, atrain-stopping mechanism carried by a train, two series of stop-boxeslocated near the road-bed, one of said series being adapted to beoperated by trains moving in one direction and the other series beingadapted to be operated by trains moving in the opposite direction,mechanism connected to each box and adapted to be brought to its setposition by a train moving in the proper direction, electrical meansconnecting the mechanism of each stop-box to the next box ahead of theopposite series whereby the two boxes thus connected will be setsimultaneously, means for maintaining the rear box set for apredetermined time, and mechanism connected to the said stop-boxes,whereby the train-stopping mechanism of a train passing either of saidboxes in the proper direction will be operated.

15. An apparatus for stopping railroadtrains comprising, atrain-stopping mechanism carried by a train, two series of stopboxeslocated near the road-bed, one of said series being adapted to beoperated by trains moving in one direction and the other series beingadapted to be operated by trains moving in the opposite direction,mechanism connected to each box and adapted to be brought to its setposition by a train moving in the proper direction, electrical meansconnecting the mechanism of each stop-box to the next box ahead of theopposite series, whereby the two boxes thus connected will be setsimultaneously, a device to lock the mechanism of the box ahead, andmeans in each box adapted to be actuated by a passing train andconnected to the locking mechanism of the adjacent box of the oppositeseries to release the set mechanism therein.

16. An apparatus for stopping trains comprising, a train-stoppingmechanism carried by a train, two series of stop-boxes located near theroad-bed, one of said series being adapted to be operated by trainsmoving in one direction and the other series being adapted to beoperated by trains moving in the opposite direction, mechanism connectedto each box and adapted to be brought to its set position by a trainmoving in the proper direction, electrical means connecting themechanism of each stop-box to the next box ahead of the opposite series,whereby the two boxes thus'connected will be set simultaneously, adevice to lock the set mechanism of the box ahead, means to maintain themechanism in the rear box set for a predetermined time, means in eachbox actuated by a passing train and connected to the locking mechanismof the adjacent box of the opposite series to release the set mechanismin said box.

17. An apparatus for stopping railroadtrains comprising, a settingmechanism, means for operating said setting mechanism, means for lockingsaid setting mechanism out of operation, means actuated by a passingtrain to release the setting mechanism, means whereby an electricimpulse will be sent from one setting mechanism to another located at adistance when said setting mechanism is released, and means whereby thedistant mechanism will be set by said electrical impulse.

18. A train-stopping apparatus comprising, a setting mechanism, meansfor holding said setting mechanism out of operation, means operated by apassing train to release the setting mechanism, an electric generator,means whereby said generator will be simultaneously set in operationwith the setting mechanism, and means whereby an electric impulse willbe sent from said generator to a distant setting mechanism, and meanswhereby said electric impulse will operate mechanism to set the distantmechanism.

19. A train-stopping apparatus comprising, a setting mechanism, meansfor holding said setting mechanism out of operation, a pushbar forreleasing the setting mechanism, means operated by a passing train tomove said push-rod, a source of electric energy, and means whereby anelectric impulse will be sent to a distant setting mechanism when thepush-bar is moved.

20. An apparatus for stopping trains comprising, a setting mechanism,means for holding said mechanism out of operation, a pushbar to releasesaid setting mechanism, means actuated by a passing train to move saidpushbar, an electric generator connected to the setting mechanism andoperated thereby, and

means whereby an electric impulse wil-lbe sent from said generator to adistant setting means when the push-bar is moved and the settingmechanism is released.

21. A train-stopping apparatus comprising, a pair of stop-boxes one ofwhich is adapted to be operated by trains moving in one direction andthe other being adapted to be operated by trains moving in the oppositedirection, mechanism in each box adapted to be brought to its setposition by a train moving in the proper direction, means in each boxfor electrically setting said mechanism, a linewire connecting saidboxes, said wire being normally unconnected with a source of current, asource of electric current, and means whereby when the setting mechanismis actuated by a passing train an impulse of current will be sent overthe line to actuate the setting mechanism ofthe distant box.

22. A train-stopping apparatus comprising, a pair of stop-boxes locatedat a distance from each other, and mechanism in each box adapted to bebrought into operative position by a passing train, and electrical meansconnected to said mechanisms to simultaneously set in operativepositions the mechanism of the distant box when the mechanism of one boxis brought to its operative position by a passing train.

23. In an apparatus of the class described,

the combination with a device on the road-bed I vice in operativeposition, and electrical means connected to said setting device andadapted to be connected to a distant setting device whereby the twodevices thus connected will be simultaneously set.

In testimony whereof I hereunto aflix my signature, in the presence oftwo witnesses, this 27th day of April, 1903.

HIRAM G. SEDGWICK.

Witnesses:

SAML. B. DIoK, MAUDE HARPER.

